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Coca-Cola Refreshments Class 8 Diesel Electric Hybrid Tractor Evaluation: 13-Month Final Report

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Coca-Cola Refreshments Class 8 Diesel Electric Hybrid Tractor Evaluation: 13-Month Final Report Coca-Cola Refreshments Class 8 Diesel Electric Hybrid Tractor Evaluation: 13-Month Final Report K. Walkowicz, M. Lammert, and P. Curran NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Technical Report NREL/TP-5400-53502 August 2012 Contract No. DE-AC36-08GO28308 Coca-Cola Refreshments Class 8 Diesel Electric Hybrid Tractor Evaluation: 13-Month Final Report K. Walkowicz, M. Lammert, and P. Curran Prepared under Task No. FC08.3000 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. National Renewable Energy Laboratory Technical Report 15013 Denver West Parkway NREL/TP-5400-53502 Golden, Colorado 80401 August 2012 303-275-3000 • www.nrel.gov Contract No. DE-AC36-08GO28308 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available electronically at http://www.osti.gov/bridge Available for a processing fee to U.S. Department of Energy and its contractors, in paper, from: U.S. Department of Energy Office of Scientific and Technical Information P.O. Box 62 Oak Ridge, TN 37831-0062 phone: 865.576.8401 fax: 865.576.5728 email: mailto:[email protected] Available for sale to the public, in paper, from: U.S. Department of Commerce National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 phone: 800.553.6847 fax: 703.605.6900 email: [email protected] online ordering: http://www.ntis.gov/help/ordermethods.aspx Cover Photos: (left to right) PIX 16416, PIX 17423, PIX 16560, PIX 17613, PIX 17436, PIX 17721 Printed on paper containing at least 50% wastepaper, including 10% post consumer waste. Acknowledgments This evaluation is funded through the Advanced Vehicle Testing Activity, which is managed by Lee Slezak within the U.S. Department of Energy (DOE) Office of Energy Efficiency and Renewable Energy. All publications regarding the Coca-Cola hybrid tractor evaluation will be posted on DOE’s Energy Efficiency and Renewable Energy Web site. See the Medium- and Heavy-Duty Vehicles section at the following link: http://www1.eere.energy.gov/vehiclesandfuels/avta/index.html. This evaluation, conducted at Coca-Cola, would not have been possible without the support and cooperation of many people. The authors wish to thank each of the following: U.S. Department of Energy Lee Slezak Coca-Cola Refreshments Steven Saltzgiver Steve Schermerhorn Eaton Corporation Alex Stucky iii List of Acronyms and Abbreviations ABS anti-lock brake system AVTA Advanced Vehicle Testing Activity B20 a blend of biodiesel fuel with petroleum-based diesel where 20% of the volume is biodiesel bhp brake horsepower CARB California Air Resources Board CCR Coca-Cola Refreshments cfm cubic feet per minute CILCC Composite International Truck Local Cycle and Commuter CO carbon monoxide CO2 carbon dioxide DOE U.S. Department of Energy DPF diesel particulate filter Eaton Eaton Corporation ECM engine control module EPA U.S. Environmental Protection Agency FT&E Fuel Test and Evaluation GPS global positioning system HEV hybrid electric vehicle HHDDT Heavy Heavy-Duty Diesel Truck KI kinetic intensity lbs pounds mi miles mph miles per hour NOx nitrogen oxides NREL National Renewable Energy Laboratory PM particulate matter ReFUEL Renewable Fuels and Lubricants regen regeneration sec second THC total hydrocarbons WVU City West Virginia University City iv Executive Summary This 13-month evaluation is part of a series of evaluations by the U.S. Department of Energy (DOE). Using an established and documented evaluation protocol, DOE—through the National Renewable Energy Laboratory (NREL)—has been tracking and evaluating new propulsion systems in transit buses and trucks for more than 10 years. The DOE/NREL vehicle evaluations are a part of the Advanced Vehicle Testing Activity (AVTA), which supports DOE’s Vehicle Technologies Program. The role of AVTA is to bridge the gap between research and development and the commercial availability of advanced vehicle technologies that reduce petroleum use in the United States and improve air quality. The main objective of AVTA projects is to provide comprehensive, unbiased evaluations of advanced vehicle technologies in commercial use. Data are collected and analyzed for operation, maintenance, performance, costs, and emissions characteristics of both advanced-technology fleets and comparable conventional-technology fleets that are operating at the same site. AVTA evaluations enable fleet owners and operators to make informed vehicle- purchasing decisions. This report focuses on a parallel hybrid-electric diesel tractor trailer propulsion system currently being operated by Coca-Cola Refreshments (CCR). The hybrid propulsion system is an alternative to the standard diesel system and allows for increased fuel economy, which ultimately reduces petroleum use. This study highlights the importance of route selection and vehicle placement to optimize hybrid advantage. Hybrid advantage is optimized in routes which include high start-stop density. Evaluation Design This 13-month evaluation used five Kenworth T370 hybrid tractors and five Freightliner M2106 standard diesel tractors that are located at a CCR facility in the Miami, Florida, area. A random dispatch system ensures the vehicles are used in a similar manner. Global positioning system logging, fueling, and maintenance records and laboratory dynamometer testing are used to evaluate the performance of these hybrid tractors. The primary objective of this study is to evaluate the fuel economy, emissions, and operational field performance of hybrid electric vehicles (HEVs) when compared to similar use conventional diesel vehicles within the CCR fleet. CCR manages a North American workforce of roughly 59,000 employees and maintains a fleet of 17,500 vehicles, including 630 heavy-duty HEVs, the largest such fleet in North America. Additionally this analysis will provide CCR with route indicators that can be used to better match HEVs and routes to maximize return on investment. Evaluation Results The results and related discussions included here focus only on the selected facility and the two study groups. Tractor Use and Duty Cycle Route and drive cycle analysis showed that both study groups drive similar duty cycles with similar kinetic intensity (KI) (0.95 vs. 0.69), average speed (20.6 vs. 24.3 mph), and stops per mile (1.9 vs. 1.5). Figure ES-1 compares the KI and average speed of conventional and hybrid v tractors to the selected laboratory drive cycles. Because of this similar usage of vehicles, the groups were judged to be a good comparison. The hybrid group accumulated 27% fewer miles than the diesel group during the study. However, the hybrids were driving a comparable number of miles per operational day. The discrepancy primarily stems from non-hybrid-related down- time experienced by two hybrid trucks during the first six months of the study. Figure ES-1. Average driving speed and kinetic intensity Laboratory Fuel Economy Laboratory dynamometer testing demonstrated 0%–30% hybrid fuel economy improvement, depending on duty cycle and up to a 32.1% improvement in ton-mi/gal. In-Use Fuel Economy The 13-month field study demonstrated the hybrid group had a 13.7% fuel economy improvement over the diesel group. Laboratory fuel economy and field fuel economy studies showed similar trends along the range of KI, average speed and stops per mile. This means the vehicles could achieve higher in-field fuel economy results if they were used in a more urban location with drive cycle statistics closer to the WVU City cycle. Figure ES-2 shows a comparison of daily fuel economy results from hybrid and conventional tractors (with idle fueling removed) to laboratory fuel economy testing results. vi Figure ES-2. Laboratory and in-use fuel economy comparison Fuel Costs Hybrid fuel costs per mile were 12% less than for the diesels. Operating Costs Hybrid vehicle total cost of operation per mile was 24% less than the cost of operation for the diesel group ($0.74 vs. $0.97 per mile), which means the customer is realizing real savings with the hybrid. vii Table of Contents Overview ...................................................................................................................................................... 1 Advanced Vehicle Testing Activity ............................................................................................ 1 Project Design and Data Collection .......................................................................................................... 2 Introduction ................................................................................................................................
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